External valve-chamber.



No. 878,924. PATENTEDEEB. 11, 1908.

G. H. WOODWARD. EXTERNAL VALVE CHAMBER.

APPLICATION" FILED JAN.11,1907.

. W/TIVESSES: IIVVETOH m @MM MW ATTORNEYS tive to that of the exhaust ma charge upward throughout the center of the GEORGE n. woonWARD, or SAN FRANCISCO, CALIFORNIA.

EXTERNAL VALVE-CHAMBER.

Specification of Letters Patent.

Patented Feb. 11, 1908.

Application filed January 11 1907. Serial No. 351.895.

To all whom it may, concern:

Be it known that I, GEORGE H. Woonwlinn, a citizen of the United States, residing at San Francisco, in the county of San Francisco and State of California,'l1aveinvented new and useful Improvements in External Valve-Chambers, of which the following is a specification. i

My invention relates to gas engines, but more particularly to the admission port, which is so constructed that its position rela- I be varied at will and to a valve for control ing the nan-i, tity of charge, andto vary osition o sair admission. port; and also to t e construction of the piston in which a passage is provided so. to admit the charge upward through its center and the exhaust ports and passages for the burned gases. The object of this con- .struction is to provide a means by which the volume of charge may be under perfect control, and also by the same means to regulate the time of admission of the charge. The object ofthe passage through the piston terminating at its center, is toforce the fresh cylinder. To take the place of the burned gas. which escapes through the exhaust portslocated in the wall of the cylinder in a position so as to be entirely uncovered by the iston, when it is in its lowest position and r istributed on the circumference. This allowing the burned gases to pass out freely at all points around the incoming charge. An annular passage of ample capacity is provided'in this construction through which the gases pass from the exhaust port on either side to the final exhaust pipe connected with. the cylinder in the usual manner.

In the embodimentof'niy invention shown ,in the accompanying drawing :Figure 1 is a central section of a two cycle gas engine with my valve in connection therewith and shown open to its fullest extent. Fig. 2 is an enlarged. vertical section of the valve, the inlet ports and parts in proximity. Fig. 3 is a front elevation showing the rows ofinlet or admission ports, and the valve in the position of partly covering-said rows. Fig. '4 is a horizontal section of the cylinder in the level of the admission/ports showing the Valve in top plan view. 1

The as en ine shown is of a well known type and its construction and operation requ re no extended descript on.

On its first upward stroke the piston l, uncovers the ports 2, which open into the cylinder from the casing 3 as shown in Fig. 3 the casing be. ing connected to the carburetor by a pipe 4, and a charge of gas is drawn into the crank case. On the next down stroke the piston compresses the charge in the crank case and at the extremity of said stroke the piston forces this charge out through the rows of ports .5 and into the valve casing 6 which proec'ts from' the side of the cylinder, and with which the said )orts 5 connect as shown in Fig. 1. The valve casing 6 forms the means of communication from the crank case and cylinder below the piston to the compression the piston. passage 7 which first extends horizontally inwardly, and is then turned vertically, as best shown in Fig. 1, and which delivers the fresh charge into the cylinder above the piston upn O u f and combustion space 1n the cylinder above v The piston is provided with a wardly and centrally, whereby such fresh 1 charge spreads in all directions equally, while the piston is at its lowest point. At such point, the exhaust ports 8, Figs. 1 and 3, opening from the cylinder into the surrounding casing 8, which is not shown in Fig. 1, but is shown in Fig. 3, are open. and the burned charge is driven out. The exhaust pipe 9, communicating with the casing 3 is shown in Fig. 3.

Of course a suitable igniteris provided at the upper end of the cylinder, which I have not considered it necessary to show, as it forms no partof the invention, and may be of any type or kind, many of which are well known to those skilled in the art.

To an engine operating generally in the manner described, my variable admission valve is applied, and is constructed and arranged to operate in connection with such an engine in thefollowing manner.

Referring-more particularly to Figs. 3 and 4 it will be seen that on one side of the cylinder, and forming the inner boundary of the valve casing 6 is a plane flat surface pro-' vided with horizontally disposed rows of perforations 11 leading directly into the. passage 7. Three of such rows are shown in the present case, and. the valve chamber extends above and below them. The admission valve is a plate 12 having an inner ilat plane face adapted to slide.upon the plane perforated surface just described in curvilinear wall of the casing 6. A valve rod 14 is secured to this lug, which passes down through suitable-guides, as 15, in the valve casing,

and below and outside of said casing, is con .nected to a vertically movable rod 16. This rod forms one of a series of connections from the valve to the governor of the motor as shown in Fig. 1, the other connections being the pivoted lever 17, the double grooved sliding sleeve 18 on the motor shaft and the governor levers 19.

With the motor throttleddown and running idle or under a light load, the gas is admitted to the combustion chamber much later than in the event of the motor running faster or under a full load, because the variable admission valve is almost closed, allowing burned gases in combustion chamber more time in which to be exhausted from said chamber,

In the event of the motor running faster or under full load, the valve 14 would be wholly or nearly wide open, so that the in coming charge of gas has the full scavenging eilect to expel the burned gases and clear out the combustion chamber.

The motor can be throttled and the valve controlled by hand instead of automatic regulation, as by a suitable lever connected to such valve instead of the valve being connected to the governor for automatic regula tion.

What I claim is:

1. A gas engine of the two cycle type. comprising a cylinder, a piston therein, said piston having a central opening in its upper end and a passage leading from one side near the top to said opening, an external Valve chamber secured to the cylin .ler, the cylinder wall having ports connecting said valve chamber with the said passage, when the piston is at I or near the end of its outward or working trolling said ports, a governor, means for connecting said valve chamber with the interior of the cylinder below the piston when said piston is at or near the limit of its working stroke, said cylinder wall having on the side opposite said valve chamber an inlet port be ow the piston adapted to be uncovered by the piston at or near the limit of its compression stroke and an exhaust port adapted to be uncovered by the piston at or near the limit of its working stroke.

2. In a gas engine of the two cycle type, the combination with the inlet ort to the combustion space for supplying the combustible mixture, of a valve cooperating with said port and normally located above the same, and means for moving said valve downwardly to close the upper part of said port as the speed of the engine increases, substantially as described.

A two cycle engine having afuel inlet port comprising a pluralit r 'el perforations and a slidevalve normally located above said port and means for moving said valve downwardly, whereby the upper perforations may be closed first, substantially as deseri bed.

In testimony whereof I affix my signature in presence of two witnesses, this twentythird day ofNovember 1906.

GEORGE H. WOODWARD.

Witnesses:

F. M. BARTET, M. R. SEELY.

actuating the valve from the governor, the cylindenwall and said piston having. ports" stroke a valve in said valve chamber con- A0 

